From the moment you climb aboard the latest Triumph Speed Twin 1200 it is clear you are on a new model. The minimalist circular single TFT dash board replaces the old-school twin clocks, and the new display immediately impresses, being clear and uncluttered. I particularly appreciated the gear position indicator, although judging by the reaction on social media, I imagine some riders may still prefer the nostalgia of the traditional twin clocks.
The 805mm (810mm on the RS) bench seat is comfortable, while the riding position feels noticeably roomier than before thanks to the higher handlebars, which are also positioned slightly further forward. Despite being a big-cube retro bruiser, tipping the scales at 216kg, it’s remarkably manageable at low speeds and far less intimidating than its imposing appearance and weighty spec sheet might suggest. In standard Road mode, the fuelling is precise and user-friendly. However, there’s considerable low-end torque, which, in cold and damp morning conditions, made me grateful for the new lean-sensitive traction control. It is worth noting that the TC isn’t adjustable, although it can be switched off entirely.
We rode the new Speed Twins on the stunning roads near Palma, on the island of Mallorca, which provided the perfect backdrop to explore the Speed Twin's performance. The familiar big-twin torque delivers muscular low-end pull, with peak torque arriving at just 4250rpm. There’s no need to rev the 1200cc engine hard; instead, you can ride the torque wave and enjoy the experience. Triumph has added five extra horses over the previous iteration, taking up to a peak of just over 103bhp, but they’re concentrated at the top end, above 7000rpm (peak power is at 7750rpm). During the morning ride, I doubt I ventured past 6000rpm. Instead, I shifted early through the conventional six-speed gearbox and relished the 1200’s smooth, surging delivery.
The handling of the base-model Speed Twin complements its relaxed yet potent engine. Ride quality is superb, clearly designed with comfort in mind rather than outright performance, and the suspension feels softer compared to the previous model. The steering isn’t sharp in the traditional sense; the 1200 rolls into corners rather than dives to the apex but it’s easy to find your rhythm. Covering ground with ease, maintaining speed, and shifting early rather than revving hard, it’s a bike that shouldn’t be underestimated.
Make no mistake, though – the standard Speed Twin can still provide plenty of sporting excitement. Ground clearance is impressive for a retro bike, feedback through the chassis is engaging, and the Metzeler rubber performs admirably in varied conditions. By mid-morning, as temperatures rose, so did our pace. The endless switchback mountain roads were tackled with growing confidence, the 1200 proving itself a capable and enjoyable companion. I might have preferred slightly wider ‘bars for more leverage and an old-school streetfighter vibe, like the BMW R NineT, but otherwise, the stock bike leaves little room for complaint.
When pushed harder, the limits of the standard model’s suspension and brakes become apparent. Aggressive riding highlights a slightly soft and underdamped rear, while rapid braking demands all four fingers on the lever. Under heavy braking, the ABS tends to intervene early, largely due to the softly sprung forks struggling to manage the load. Fortunately, Triumph offers a sportier alternative: the Speed Twin 1200 RS.
At first glance, you might question the need for the RS, as both models share the same power, torque, frame, and dimensions. However, the difference in handling becomes evident almost immediately. The RS's wheels, wrapped in grippier Racetec rubber, feel distinctly sharper. The riding position is more aggressive, with lower ‘bars and repositioned footpegs. It’s not extreme, but you’re noticeably more forward without putting undue weight on your wrists, unlike the now defunct Thruxton or similar café racers.
Although the RS weighs the same (216kg), its steering is lighter and more precise, giving the bike a sharper personality. Suddenly, you find yourself attacking corners with newfound confidence, carrying more speed through bends, and getting back on the power earlier.
The upgraded Brembo Stylema brakes are significantly stronger, requiring just one or two fingers on the adjustable lever instead of a full handful. The modifications don’t end there. The multi-adjustable Marzocchi forks provide better support under hard braking, and once warmed up, the Racetec tires offer exceptional grip and inspire trust. The improved ground clearance, combined with the RS’s firmer suspension, allows for greater lean angles. The bike feels more natural when shifting body weight inside corners, almost like a modern naked sportbike. A few times, I had to remind myself I wasn’t wearing knee sliders.
While the base 1200 shines with its low-end torque and relaxed demeanour, the RS unleashes its full potential at the top end. With the RS-exclusive Shift Assist quickshifter and Sport mode engaged, I found myself revving to the redline at 8000rpm – and loving every second. This is a bike which thrives on hard riding.
The base Speed Twin 1200 is enjoyable and versatile, but the RS cranks up the fun factor to a whole new level. After a thrilling mountain ride, it became clear the RS wouldn’t feel out of place on a track day. On Mallorca’s tight, twisty roads, the RS impressed with its responsiveness and character. In Sport mode, even with traction control engaged, it had no problem lifting the front wheel in the first few gears. When I first laid eyes on the RS, I didn’t expect to be grinning so widely by the afternoon – I should have packed leathers and sliders.
On the base 1200, you can reach the limits of the handling and brakes relatively easily, but on the RS, you’d likely need a racetrack to do so. With its fully adjustable suspension, it’s ready for even stickier tyres and faster laps. The standard ABS, which can’t be deactivated, is the only potential limitation during hot laps. It would be nice to have adjustable TC settings, as well as anti-wheelie and engine braking strategies, but these are minor gripes which only a very small fraction of target customers may miss. The quickshifter remains exclusive to the RS and cannot be retrofitted to the standard model and, personally, I’m not a fan of bar-end mirrors, but that’s just nitpicking. Complaints over.
Verdict
When it comes to looks, styling, and that cheeky exhaust pop on the overrun, Triumph’s 2025 Speed Twin 1200 nails it. Seriously, my iPhone now has more photos of this bike than my kids.
The base model, £2000 cheaper, is a gem: smooth, torquey, and so easy-going it feels like a friendly pub landlord on wheels. The basic rider aids and modes do the job, and the tyres will work all year round. Plus, it’s got the same punchy engine as the RS. Just don’t make the mistake of test riding the RS if you’re buying the base. You’ll be disappointed, so take this as a warning!
The RS, though? It’s a riot: sharper handling, better brakes, Öhlins, Brembos, and graphics that scream, "Look at me!" It’s sportier, quicker, and just more... RS-y. But it’s pricier, a bit less forgiving on rough roads, but does come in that amazing orange. Bottom line: the Speed Twin 1200 is a winner. But remember, once you meet the RS, it’s hard to go back.
2025 Triumph Speed Twin 1200 (RS in brackets)
Price: From £12,495 (£14,495)
Engine: 1200cc two-cylinder, DOHC, four valves per cylinder, liquid cooled
Power: 103.5bhp @ 7,750rpm
Torque: 112Nm @ 4,250rpm
Transmission: Six-speed, chain final drive
Frame: Tubular steel
Front suspension: 43mm USD Marzocchi forks, 120mm travel
Rear suspension: Twin Marzocchi RSUs with external reservoirs and adjustable preload, 116 mm wheel travel (Twin Öhlins RSUs with external reservoirs, adjustable for pre-load, compression and rebound damping. 123 mm wheel travel)
Wheels: Cast aluminium, 17”/17”
Tyres: (F) 120/70 x 17, (R) 160/60 x 17
Brakes: (F) Dual 320mm floating discs, Triumph branded four-piston radial calipers (Twin 320mm floating discs, Brembo Stylema M4.30 radial calipers)
(R) Single 220mm disc, Nissin two-piston floating caliper.
Cornering ABS as standard equipment.
Weight: 216kg (kerb)
Wheelbase: 1,413mm (1,414mm)
Seat height: 805mm (810mm)
Fuel tank: 14.5 litres
Fuel consumption: 64.2mpg (manufacturer claim)
Service intervals: 10,000 miles/12 months (whichever comes first)
Warranty: 24 months unlimited mileage
Contact: www.triumphmotorcycles.co.uk
